Internal-combustion engine.



J. s. GORTELYOU. INTERNAL GOMBUSTION ENGINE. APPLICATION FILED MAY19, 190s 980,494, Patentgd Jan; 3, 1911 4 SHEETS-SHEET 1.

' IIII/IIIIIIII' "III/1111111111 'IIII/IIlI/IIII Attest: y/

1; s. GORTELYOU. INTERNAL COMBUSTION ENGINE. APPLICATION FILED MAY 19, 1906.

-- Patented Jan.3, 1911.

1 SHEBTS-8HEET 2.

Attest:

J. S. CORTELYOU. I INTERNAL COMBUSTION ENGINE.

APPLICATION nun nu 19', 1906.

Patented Jan. 3, 1911 4 SHEETS-SHEET 3.-

jnve "tor Attest:

I I I J. S. GORTBLYOU. INTERNAL COMBUSTION ENGINE.

APPLICATION FILEDMAY 19, 1906.

Patented Ja.11.3, 1911.

'4 sums-slum 4.

Attest: I, y 7/07 JOSEPH S. COBTELYOU, OF BROOKLYN, NEW YORK.

INTERNAL-COMBUSTION ENGINE.

eso o i.

Specification of Letters Patent.

Application filed May 19, 1906. Serial No. 817,671.

To all whom it may concern:

Be it known that I, JOSEPH S. CORTELYOU, a citizen of the United States of America,

and a resident of the borough of Brooklyn,

in the county of Kings and State of New York,'have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

This invention relates to internal combustion engines, and it has particular reference to the type knownas the two-cycle engine, wherein a power stroke is provided for every revolution of the crank-shaft.

The object of my invention is to provide a two-cycle engine of improved design; and, to this end, the invention consists in the constructions and combinations hereinafter described and claimed.

While I have illustrated my invention as applied to a four-cylinder vertical engine, it is obvious that I may equally well use a single pair of cylinders, or other number; also that the cylinders may be placed horizontally in pairs or opposed.

In the drawings accompanying this application, Figure 1 is a top plan view of an engine, partly in horizontal section on the line 11 of Fig. Fig. Q'is a side elevation partly in vertical section on the line 22 of Fig. 1. Fig. 3 is a sectional elevation on the line 3-3 of Fig. 2. Fig. l is a partial elevation, enlarged, of the throttling device. Fig. 5 is, a horizontal section on the line 5-5 of Fig. 4. Fig. 6 is a vertical section on the "line 6-6 of Fig. 5. Fig. 7 is a vertical section on the line 77 of Fig. 5. Fig. 8 is a vertical section on the line 8-8 of Fig. 5.

As premised, I have illustrated in the drawing, as an example, a ll-cylinder engine, Fig. 2 showing a. pair of said cylinders in elevation, and the other pair in veitical section. The members of each pair of cylinders are indicated,respectively,by the letters a a, and are each rovidcd with a concentric enlargement b. respectively, extending beyond the ends of the cylinders 0. a, respcc tively. The enlargements Z1 5, at their lower ends unite with the; upper portion 0 of the crank-case, the lower portion 0 of said crank-case being removable. Because said crank-case is not required to hold comprcssion, its joint need not be packed, and it may be suitably ventilated to provide the admission of fresh-air to cool the lower part of thepist-ons and cylinders. The pistons,

as d 01', working in the cylinders, are of the a trunk type, and of a length proportionate to that of the cylinders. 'The connecting rods e e, are pivoted in the pistons at intermediate points of their length, and connect with the crank-shafts through the usual'wristpins f and F. It will be noted that the rear ends of the pistons, on their power stroke, extend beyond the cylinder parts a, a, and that said pistons have radial enlargements g g, respectively, which reach out to the concentric enlargements b b, respectively (forming therewith the annular compression chambers h h respectively). As the piston d is provided with piston-rings d 03 so may the enlargements g g be provided with piston-rings d. The compression chamber h-communicates, througha passage '5, with cylinder a, while the compression chamber h communicates, through a passage 6, with cylinder a.

A throttling device, as j, is interposed in the passages 71 i, ,and a puppet-valve or balanced valve, as k is", is placed in eachcylinder head, being held to its seat by a spring 7, 1, whereby, when the pressure in a power cylinder eduals or exceeds the pressure in the compression chamber which supplies its charges, said valve remains closed, but when the pressure in the compression chamberis grea'..-r than the pressure in the power cyllnder which said chamber supplies, then said valve opens to admit a new charge.

A number of exhaust ports at m, are arranged in a transverse plane around each cylinder in manner to be uncovered by the' piston at the end of its power stroke. Said ports communicate with a concentric chamber '11. n, exterior thereto, which is provided with one or more outlets 0 0.

The compression chambers h h, are each provided with an inlet port pp, which. ports are'adapted to become operative with respect to their particular compression chambers as included in or excluded from said com- Patented Jan.3,19'11.

pression chambers through the actions of the respective piston-enlargements g g. p

The throttling device 7' consists of a cylinder having end cl nsures j, j, and a central dividing diaphragm 9' a shaft 7' being journaled in said closures 9",j, and rotatably filling a central. aperture in the diaphragm.

- posed ports j, 7

Similarly the valve member 7' is provided.

Said shaft j is provided with a cranky" or other device by which it may be turned in the throttling operation. By means of diaphragm 9' the cylinder is divided into two chambers, f, which, respectively contain oscillating va ve members j, 9' that are mounted on and ada ted to be turned by the shaft 7' The valve member. 1" is provided with the oppositely disposed wings j, j*, which are concentric with and adapted to be oscillated in contact with the circular wall of chamber j, and, in their movement, to cover to suitable degrees angularly disin said circular wall.

with wings j, j", adapted to cover to suitable degrees angularly disposed ports 7',

j, in the circular wall of chamber j. Thus the chamber 3' by its orts j, 9', under the control of valve 7', ad mits gaseous charges, emanating from compression chamber h, to combustionchamber a, and, similarly, the chamber 9', by its ports 1' jfl under the control of valve j, admits gaseous charges, emanating from compression chamber h, to combustion chamber a.

In the operation of a pair of cylinders containing my improvements the cycle is as follows: The piston d in a cylinder (1, Fig. 2, is at the limit of it's compression stroke and ready to commence its power stroke. The combustible charge, upon being ignited, as by a spark plug located in the orifice q (see Fig. 3), impels said piston on its out-stroke and the burned gases escape through the exhaust ports m toward the end of said power stroke. During thisout-stroke the piston enlargement g creates a partial vacuum in the initial compression chamber h. In Fig. 2, the piston'd in cylinder at,

is at the end of its out-stroke, the ports m, being shown fully opened and. the piston enlargement g, shown as having passed the inlet p. As said enlargement g' passed the inlet 12, opening the latter, the partial vacuum that had been created inthe initial compression chamber h, was supplied with a charge from the carbureter or other source of supply, as is obvious. The in-stroke of piston d, in cylinder 0', now first closes the exhaust ports m, and the enlargement g at about the same time closes the inlet 12, with respect to the concentric chamber 6'. The burned gases havin exhausted through the ports at the end 0 the out-stroke, the pressure in cylinder a, was thereby relieved,

and during said out-stroke the gaseous charge in initial compression chamber h was eing compressed through the concurrent in-stroke of enlargement 9 operating in enlargement I), this increased pressure being directed through valve j, and pasage 2' against the rear surface of valve In, in cylinder a. Hence, with the lowering of the pressure in cylinder a, consequent upon the escape of its burned products, the valve is, in said cylinder (1, opened under the excess of pressure exerted by the new charge, and such opening occurred before the closing of exhaust orts m, in cylinder a, by the instroke 0 the piston, whereby the volume and pressure of the in-coming new charge in cylinder a, expelled any remaining burned gases, thereby thoroughly scavenging the cylinder. Immediately the piston in cylinder a has closed the exhaust ports m upon its in-stroke said piston commences its operation of compressing the new charge that has been admitted, thevalve 7c remaining open until the pressure set up in cylinder (1 by the piston is greater than the pressure of initial compression chamber h, when the valve 70 closes, the remaining portion of the piston in-stroke serving to compress the contained new charge to the desired point for firing. It is of course understood that the increase in pressure to close the valve In occurs immediately the exhaust ports are closed. Thus, each cylinder of the pair receives its explosive charge from an initial compression chamber forming a part of the other cylinder, and having working therein an enlargement of the piston of said other cylinder. Furthermore the pressure in the initial compression chamber of one cylinder is directed against the inlet valve for the power chamber of the other cylinder, said valve being located at a point distant from the exhaust ports of said other cylinder. It

will be realized that an operation is hereby set up whereby the force of exploded and expanding gases in one cylinder of a pair compresses a new charge for itself in the other cylinder of the pair, and whereby such concurrent compression of its new charge in said other cylinder serves to aid in exhaustinr and scavenging its burned gases 'at the end of its out-stroke, and to recharge it. The great length of connecting rod, as e, and the widely separated piston rings on the elongated piston, serve to reduce the effects of angular force of the piston stroke with respect to cylinder, as is obvious.

No system of coolin the cylinders has been shown or describe but it is of course understood that my improved engine may be equipped with any known means for dissipatmg its excess of heat.

While I have described and illustrated my invention particularly with reference to the employment of one or more pairs of cylinders, each cylinder of a pair having a combustion chamber, and a compression chamber operating with the other cylinder of the pair, I do not limit myself to this arrangement, as I may in a multi-cylinder engine use the compression of any one cylinder to frictional wear in its provide the charge for any other one of the cylinders, the specific arrangement depend-- mg upon the number of. cylinders in the engine.

It will be noted that the arrangement of my improved engine is such that the incoming charge enters the cylinder at a point remote from the exhaust ports, and-the inlet valve is so placed that the direction of flow of the incoming charge coincides with the direction of flow of the burned gases in their discharge. The cylinder head and inlet valve are so formed and arranged that the incoming charge travels downwardly in manner of a column, while the formation and arrangement of the exhaust ports are of such character that the burned "gases leave the cylinderin the manner of a solid column, whereby any tendency of the new charge to mix with the burned gases, to form Whirlpools, or to leave any of its volume within the cylinder, is absolutely avoided.

Instead of the single valve as indicated in the drawings, I may use a lurality of inlet valves to assist in the unction of admitting the new charge in such manner that it may descend the cylinder in column-like formation. Thus the new charge carries before it the burned gases and thoroughly 'scavenges the cylinder by impelling said burned gases through the exhaust ports.

I claim: j

In an internal combustion engine of the two cycle type, cylinders of two diameters and corresponding pistons working therein,

formed in the smaller bore of each cylinder and the initial compression chamber in the her being adapted to receive the air and fuel for each new charge for the combustion chamber, individual conduits connecting the initial compression chamber of one cylinder with the combustion chamber ofanother cylinder, said cylinders having their exhaust ports disposed circumferentially around the cylinders at or near the end of the stroke to be uncovered by the pistons in their movement, and their intakes centrally through the cylinder heads, so disposed as to cause the initially compressed charge to enter and travel longitudinally in the cylinder.

Signed at New York this 20th day of April 1906.

JOSEPH S. CORTELYOU. Witnesses FREDERICK C. BONNY, F. W. BARKER.

so arranged that the combustion chamber is larger bore, said initial compression cham 

